Aero 2000 Wind Tunnel Manual : Free Programs ((NEW))
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When Mark Drela first set foot in Cambridge to study aerospace engineering at MIT in 1978, he was no stranger to wind tunnels. Just two years before, he constructed a 1-foot-by-1-foot wind tunnel for the Westinghouse Science Talent Search that earned him a visit to the White House as a finalist. But nothing could have prepared him for the first time he saw the iconic Wright Brothers Wind Tunnel, a moment that would tie into his later career and eventually impact the very fabric of MIT's campus.
Wind tunnel measurements can determine how much fuel an aircraft will consume, how slowly it can fly during landing, or how much control it has in maneuvers. But wind tunnels are not limited to aerospace applications. They can also measure the aerodynamic loads on ground vehicles, such as cars and bicycles, or wind loads on stationary objects, such as bridges and buildings. Scientists and engineers also use wind tunnels for fundamental research, like studying how the air behaves when it interacts with an object to understand the science of fluid mechanics.
The new Wright Brothers Wind Tunnel at MIT, which is capable of reaching wind speeds of up to 230 miles per hour, provides a controlled environment to measure the aerodynamics of an object, reports Matt Shearer for WBZ. \"Everybody turns into a little kid when they get into a wind tunnel,\" says Prof. Mark Drela.
Wind tunnels are facilities that enable real-world simulation of how air passes around an object. Testing models in wind tunnels provide the data to verify or enhance computer simulations. Designers and engineers use such testing to study and assess aerodynamics and fluid flow phenomena. Wind tunnels enable them to validate the efficiency and durability of anything from architectural elements to cars and aircraft.
In some wind tunnel tests, the aerodynamic forces and moments on the model are measured directly. The model is mounted in the tunnel on a special machine called a force balance. The output from the balance is a signal that is related to the forces and moments on the model. Balances can be used to measure both the lift and drag forces.
Designers and engineers use wind tunnel modeling and testing to simulate and assess the aerodynamics around objects and to validate the efficiency and durability of anything from architectural elements to cars and aircraft
Wind tunnels are used by engineers to test forces against wind pressure. Making precise measurements of pressures and forces on the test model allows the engineer to predict them on the full-scale aircraft and improve its aerodynamic performance.
The AFM group has access to state of the art facilities for both experimental and computational research. The experimental facilities include the John J. Harper Wind Tunnel, located in the basement of the Guggenheim building. The tunnel has a 7 x 9-foot test section and a speed range of 10 to 220 feet-per-second. A variety of vortex flow studies are conducted in this facility. A six-degree-of-freedom wind-driven manipulator, located where, is used to simulate dynamic maneuvers for model testing. Diagnostic capabilities include laser Doppler velocimetry (LDV), particle image velocimetry (PIV), automated scanning of static pressure and condenser microphone sensors; hot-film anemometry; high-frequency pulsed laser sheet imaging, and digital signal and image processing. Additionally, a 42 x 42 inch aerocontrols wind tunnel is available for diagnostic development, flow control experimentation, and small scale testing.
Located in the basement of Knight, AE's 9-foot hover facility is a double-walled, double-celled, rotor test chamber that is used as a testbed for rotor aerodynamics and diagnostic developments. The aeroelastic rotor test chamber facility is a state-of-the-art 16-foot hover facility where rotor blades can be subjected to digitally-controlled higher-harmonic excitation using hydraulic actuators on the pitch links. AFM students and faculty also conduct acoustics and active noise control research utilizing the unique aeroacoustic facilities at the Georgia Tech Research Institute (GTRI). These include a 300-feet-per second free-jet wind tunnel housed with an anechoic chamber and an engine jet acoustic test facility.
The earliest wind tunnels were invented towards the end of the 19th century, in the early days of aeronautic research,when many attempted to develop successful heavier-than-air flying machines. The wind tunnel was envisioned as a means of reversing the usual paradigm: instead of the air standing still and an object moving at speed through it, the same effect would be obtained if the object stood still and the air moved at speed past it. In that way a stationary observer could study the flying object in action, and could measure the aerodynamic forces being imposed on it.
Circa the 1960s,[1] wind tunnel testing was applied to automobiles, not so much to determine aerodynamic forces per se but more to determine ways to reduce the power required to move the vehicle on roadways at a given speed. In these studies, the interaction between the road and the vehicle plays a significant role, and this interaction must be taken into consideration when interpreting the test results. In an actual situation the roadway is moving relative to the vehicle but the air is stationary relative to the roadway, but in the wind tunnel the air is moving relative to the roadway, while the roadway is stationary relative to the test vehicle. Some automotive-test wind tunnels have incorporated moving belts under the test vehicle in an effort to approximate the actual condition, and very similar devices are used in wind tunnel testing of aircraft take-off and landing configurations.
Between 1909 and 1912 Eiffel ran about 4,000 tests in his wind tunnel, and his systematic experimentation set new standards for aeronautical research.In 1912 Eiffel's laboratory was moved to Auteuil, a suburb of Paris, where his wind tunnel with a two-metre test section is still operational today.[10] Eiffel significantly improved the efficiency of the open-return wind tunnel by enclosing the test section in a chamber, designing a flared inlet with a honeycomb flow straightener and adding a diffuser between the test section and the fan located at the downstream end of the diffuser; this was an arrangement followed by a number of wind tunnels later built; in fact the open-return low-speed wind tunnel is often called the Eiffel-type wind tunnel.
The wind tunnel used by German scientists at Peenemünde prior to and during WWII is an interesting example of the difficulties associated with extending the useful range of large wind tunnels. It used some large natural caves which were increased in size by excavation and then sealed to store large volumes of air which could then be routed through the wind tunnels. This innovative approach allowed lab research in high-speed regimes and greatly accelerated the rate of advance of Germany's aeronautical engineering efforts. By the end of the war, Germany had at least three different supersonic wind tunnels, with one capable of Mach 4.4 (heated) airflows.[15]
The aerodynamic principles of the wind tunnel work equally on watercraft, except the water is more viscous and so sets greater forces on the object being tested. A looping flume is typically used for underwater aquadynamic testing. The interaction between two different types of fluids means that pure wind tunnel testing is only partly relevant. However, a similar sort of research is done in a towing tank. 153554b96e
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